Regulator for brake rigging



-f Aug. 1 4, 1928. 1,681,052

w. H. SAUVAGE. REGULATOR RoR BRAKE RIGGING Filed March 22,V 1927 W15 y v y wlmlumulmll'Illini' v v ATTORNEY.

Patented Aug'. 14, 1928.

- uNirsD STATES PAiiirl OFFICE.

.wml n. aauvael, or :nrw Yoax, n. Y., asarexoa, 3'! mmm assrenlmr'rs.

T0 ROYAL RAILWAY OORPOVBATION,

OOBPOBLTIOI 0I DELAWARE.

alemania ron. aaaxa mesma.

' appunti ma umn sa, im. semi a. 1mm.

This invention relates to improvements in 'regulators for the brake' rigging vof railroad cars and more particularly to manuall operable regulators of the general typyeo and character shown lin my recently issued Patent, No. 1,612,581,1daed December 28, 1926. As fully explained patent, it is very important to have for the adjustment and regulation of the truck brake rigging a device or mechanism which' will permit such adjustment or tion in a of time and to be a lutely foolproof in its construction and operation.

It is, therefore, with this primary object in mind that the present invention has been devised, as well as'the production of a regulator which will be of simple and practical construction strong and durable to with-- stand hard usage, and reliable and eicient under all circumstances.

Itis also an object of the present invention to provide a compact regulator of the above general character which may be easily and quickly installed onpresent railway.

equipment in a minimum amount of time and expense.

Other objects, such as the protection of Avarious moving parts from the dust and dirt of the road, as well as atmospheric condi` tions willin part be obvious from the fol-v lowing analysis of the present invention and will in part be pointed out hereinafter.

Reference 'is accordingly made to the accompanying sheet of drawings wherein is shown one of the various possible embodiments of the presentA invention, and in its l several views corresponding parts are similarly designated.

In these drawings-'- Fig. 1 is an elevational view of such parts of the mechanism and associated car and brake' riggingas is necessary to fully understand the saine.

Fig. 2 is a vertical central sectional view I showing the device in normal position.

Fig. 3 is a similar view showing the-saine parts in actuated position.

Fig. 4 is a' verti l transverse, section of .the device.

in a horizonta plane'A with respect to the draft sill, altho' obviously it could be sus' pended vertically therefrom or at an, angle thereto as might be desired or necessary. This brac t or hanger is perhaps ten or twelve inc esv long, and the body portion is preferably of round stock steel, about an .inch in diameter. Mounted upon .this hanger 1s the regulator, which, in the preferred em- Ibodiinent, comprises two drop forgings or .steel plates, one mating 'with the other whereby when these plates 7 are secured to-` gether as by means of rivets or bolts 8 passing thru -lugs 10 along thetop and bottom edges of theplates-the twoparts will ein# Abrace and enclose the body portion 11 of the hanger.

A The lower parts of these plates are also provided with similar coacti-ng semi-circular channels adapted to provide a cylindrical 0l'l YORK, N. Y., A.

1preferably lextends laterally chamber thrul which a regulating rod 12 is adapted to ass, and intermediate the upper and lowerl c annels is formed a chamber 13 adapted to carry a pawl or detent 14 pivoted atr15 in holes 1n the side walls of the two plates 7. This awl 14 normally engages one of a .plura 'ty of recesses, teeth or notches 16 in the normal upper surface of the regulator rod 12, and it will be noted that it'V is positively heldin. fixed engagement with said notches, inasmuch as its upper corner indicated/ at 17 bears against the under side of the body portion 11 of the spporting hanger. Therefore, as long as t ese ing disengaged. When the regulator is manparts remain in normal position, and they will b'e held in such position by reason ually actuated, however, as when adjusting l r brake shoe 'clearthe brake levers for pro 12 is moved relaance, the adjustinv ro tively towards the left graspin .the depending Aweighted handle 18 and pu 'ngupon the same which causes the adjusting rod 12 and the regulator t0 '100 (Fig-2 to Fig. 3) by move bodily towards the left until the pawl 14 is in suoli relative position with respect to the hanger as will permit its upper corner 17 to be forced upwardly under the action of the teeth 16 into a releasing recess 20 in the under side of the body portion 11 of the hanger. Then any continued movement of the handle 18 towards the left will permit one or more of the teeth of the ratchet 16 to pass under the pawl 14, thereby permanently to take up and hold the excess travel ot' the brake rigging and restore the shoes to proper clearance. On release of the yhandle 18, the pawl 14 immediately drops `into the first tooth available, and the entire regulator is carried back or relatively towards the right (to Fig. 1) under the natural pull exerted by the brake rigging. It is, of course, to be understood that this regulator rod 12 is connected by means of a rod, chain or other suitable connection 2l with a clevis 22 pivoted to the upper end of one of the brake levers 2310iE the truck with which the device is associated.

' As fully explained in my prior patent above referred to, it is highly desirable that hoth trucks and their associated parts be provided with properbrakc shoe clearance in order that the brake shoes may go into effective position at the earliest possible moment upon application of the brakes either by hand or by air power. This brake shoe clearance for each truck is proportional to the distance thru which the regulator is moved to bring the pawl 14 into coactive relation with the slot or recess 20, and, of course, varies with different types of trucks or sizes of cars.

For this reason, there is preferably provided an adjustable clamp 24 on the bod portion 11 of the hanger, thereby to limit t e return of the regulator to its normal position of rest, as well as to determine the distance the regulator may move before the pawl reaches releasable position. Also, as 1n m prior patent, means are, of course, provi ed and associated with the brake rigging of each truck at any convenient point whereby an adjustment or regulation movement of the brake levers of one truck fail to have any eteet whatsoever upon the other regulator or the angularity of the truck brake levers at i the opposite end of the car.

The operation of this device is substantially as follows. Assuming the parts to be in the 'position shown in Fig. 2 and it is desired to test the accuracy or regulate the brake shoe clearance then existing, the o erator first grasps the handle 180i the a justing rod and moves the same relativelyftowards the left as far asit will go with anormally hard pull. This motion `1s transmitted thru the adjusting rod 12, link or chain 21 to the upper end of the dead lever 23, which/thereby brings the brake shoes into firm engagement with the peripheries of the -wheelsof that particular truck. If the brakes are in properly adjusted position, then the pawl 14 merely moves to a position opposite the recess 20 whereby it may be forced up into this recess to release the ratcheton the lower rod. If the brakes are not in properly adjusted position, this position of the parts will permit the adjusting rod to be moved further, one or more teeth as may be necessary to ahsorb all of the excess brake shoe clearance.

The operator then releases thc handle 18, and the paw] 14 drops into engaged position, (Fig. 3 to Fig. 2) and the entire regulator moves back relatively towards the ri "ht along the hanger 11, whereupon the operator i issured that the proper brake shoe clearance is instantly obtained.

It will be noted particularly that both the hanger 11 and adjusting rod l2 snugly fit in the recesses formed hy the two abutting plates 7, and the pawl 14 is entirely enclosed within the housing or chamber lil between these plates. Also, inasmuch as the plates are permanently riveted and secured together, there is no possibility of a workman, either intentionally or accidentally. reaching this pawl to move the same out of position. thus getting improper brake shoe clearance and abnormal piston travel with the resulting flat wheels, etc. Likewise the parts are fully protected from the dust and dirt of the road, as well as snow and ice, and are thereby free to he operated at any time. All that is necessary is for the inspector or operator to give one strong and full length pull upon the handle 18 and then release the same., whereupon he is assured that proper brake shoe clearance is established.

lVhen it is necessary to put in new brake shoes on the associated truck, it is, of course, essential that the dead lever 23 he returned to full release position. Under these circumstances, it is only necessary to pull out upon the handle 18 until the pawl is opposite recess 2O and then rotate the rod 12 thru 90, causing the pawl to ride up on the round surface of this regulating rod, under which circumstances itl may be bodily moved relatively towards the regulator casing to its full release position. Such movement may move the upper end of the dead lever 23 back llo some six or eight inches, allowing ample stalled, and which primarily will be absolute-4' lly foolproof in its operation under all cir- 4 cumstances.

I claimv LIn a manually operated regulator for truck brake. rigging, in combination, asupport, a regulating rod in parallel posltion,

and a regulator casing having a detent housedtherein adapt-ed to engage with said rod and be held in positivel enga ment therewith by said support, one of sai parts having means permitting relative separation of the detent and rod during the regulating movement of the device.

2. In a manually operated regulator for truck brake rigging, in combination, a support, a regulating rod'in parallel position, and a regulatoncasing having a detent housed therein adapted to jengage with said rod and be held in positive engagement therewith by said support, said support having a recess into which the detent is adapted to move, thereby to permit relative movement between the detent and rod during the regulating movement of the device.

3. In a manually operable regulator of the character described, 1n combinat1on, a relatively ixed support upon which the regulator may be bodily moved, and a regulating rod, said regulator being provided with a recess einbraclng said support, and a second recess embracing said regulating rod,

said rod and regulator being provided with coacting means normally held in fixed engagement when the parts are in normal operative position, said support having means permitting said parts to move temporarily out of operative holding-relation when the regulator casing closely embracing both the support and the adjusting rod, and having a chamber, a pawl mounted in said chamber cooperatingwith said ratchet and normally positively held against relative `movement with respect to said ratchet while the parts are in normal position of rest, and means for moving the pawl and ratchet out of holding relation.

5. In a manually' operable regulator for truck brake rigging, in combination, a support for thev regulator along which it may have relative movement, an adjusting rod connected. with the ,truck brake rigging and provided with a ratchet along one side, a regulator casing closely embracing both the support and the adjusting rod,'and having a chamber, a pawl mounted in said chamber cooperating with said ratchet and normally positively held against relative movement with respect to said ratchet while the parts are in normal position of rest, said support having a recess permitting relative movement of separation of the pawl and ratchet when the brake is being regulated.

6. In a manually operable4 regulator for truck brake rigging, in combination, a support for the regulator along which it may have relative movement, an adjusting rod having a ratchet along one side connected with the truck brake rigging casing closely embracing both the support Iand the adjusting rod, and having a chamber, a pawl mounted in said chamber cooperating with said ratchet and normally positively held agamst relative movement with respect to said ratchet while the parts are in normal position of rest, said support having a recess into which said pawl is'adapted to move under the regulating movement of the device when proper or excess brake shoe clearance exists, and means whereby the pawl and ratchet may be thrown out of cooperative relation as and when it is desired to return the brake rigging to full release position.

7: In a manuallyoperated regulator for brake rigging, in combination, a fixed support, a regulator casing movably mounted upon said support and having a housing therein, holding means completely enclosedin said housing, a regulating rod in parallel relation to said support passing thru said housing and having; a coactive relation with said holding means, said support having means for permitting the holding means to move out of engagement with the regulating rod only when the regulator has been moved on said support'to a position absorbing the entire brake shoe clearance.

8. In a manually operated regulator for truck brake rigging, in combination, a Supporting rod, a regulating rod parallel thereto, a casing embracing said supporting rod, holding means completely housed within said casing and held in positive engagement with said second rod by said supporting rod, said rod lhaving a recess into which said holding means vmay be moved after said regulator has been movedl a distance proportional to brake shoe clearance, thereby to permit further movement of the regulating mg a free movement relative to said support proportional to brake shoe clearance at the end of which movement said pawl and ratchet may be moved relatively out of coactive relation whereby to permit further movenient of the adjusting rod proportional to excess brake shoe clearance l0. In a manually operated regulator for brake rigging, in combination, a support, a regulating rod, a regulator casing embracing .said support and rod, a pawl pivotally mounted and housed within said casing, a ratchet on said rod with which said pawl is held in constant engagement by said support, said support having a recess into which said pawl may be moved, said regulator having a free movement relative to said support proportional to brake shoe clearance at the end of which movement said pawl and ratchet may be moved relatively out of coactive relation whereby to permit further movement of the adjusting rod proportional to excess brake shoe clearance, and means for throwing said pawl and ratchet lout of coactive relation when it is desired to restore the parts to original full release position.

Signed at New York, New York, this 21st day of February, 1927.

W. H. SAUVAGE. 

